CN102317608A

CN102317608A - Have transatmospheric vehicle propulsion system and the method that is used to reduce noise to the design of whirlwind fan

Info

Publication number: CN102317608A
Application number: CN201080007874XA
Authority: CN
Inventors: M·D·莫尔; K·L·鲍伦; R·B·朗特雷
Original assignee: Boeing Co
Current assignee: Boeing Co
Priority date: 2009-02-13
Filing date: 2010-02-02
Publication date: 2012-01-11
Anticipated expiration: 2030-02-02
Also published as: EP2399018A1; CN102317608B; WO2010093531A1; JP2012517933A; EP2399018B1; ES2529384T3; JP5589004B2; US20100206982A1; US8661781B2

Abstract

A kind of transatmospheric vehicle propulsion system, it comprises the have line shaft engine core (10) of (24) to drive outer foil row (12).Line shaft is through to revolving that gear unit (28) stretches and by its support, drives inner vanes row (14) to revolving gear unit (28) with the mode to revolving motion of relative outer foil row.To revolving gear unit and the power of axle exchange from engine core.Actuator (34) engagement shaft is to be converted to second extended position from first retracted position.

Description

Have transatmospheric vehicle propulsion system and the method that is used to reduce noise to the design of whirlwind fan

Technical field

Embodiment of the present disclosure is usually directed to the propulsion system field of aircraft, and relate more particularly to have the variable-vane line-spacing/row apart from (row spacing) to revolving the embodiment of (counter rotating) fan.

Background technique

Because the needs of travelling continue soaring; Increase with the lasting pressure of the expense of minimizing, the formulation of the increase of aviation jet fuel cost, the relevant tax laws and regulations (carbon-related taxation regulation) of carbon and expection growth thereof have produced for oar fan (Prop-fan) or have opened the technological whole industry enthusiasm recovery of fan (Open-Fan).Simultaneously; Because the travelling that increases, Directorate of Air of the United States Federal (FAA) and international (ICAO) tissue have become severeer for the legal noise transmission restriction of the increase of motor and aircraft calibrating/authentication enforce.In a lot of countries, local aviation authority is the compound mode of enforce expense, curfew, limit, and purpose is to suppress the rising of noise contact and the cost relevant with reducing the noise measure, and the measure of said reduction noise comprises the sound insulation dwelling house.In order to implement, speaker/MIC microphone has been installed in the noise-sensitive zone in a lot of airports, and it forces the manager to sacrifice useful load and/or scope usually, thereby avoids violating these local noise policies.In addition, expection is with local air quality of enforce or the relevant Environmental costs of other carbon.

In addition, the artificer is weighed with respect to other, further stress fuel efficiency for the expansion ptp services that surmounts traditional narrow body formula market and the demand of operating flexibility.

Can obtain improved fuel consumption through reducing cruising speed; Yet this will increase the flight time and not welcome by the passenger; Clean fuel benefit can be quite little; Can produce about air traffic unification/comprehensive challenge, can reduce the quantity of the business revenue flight in the specific date, and in fact this method can cause the increase of other course line operation costs.In order to realize the cruising speed of jet airplane (～0.8 Mach) now; Because because specific thrust is not enough; The cruising speed of single rotation/single stage turbine propeller cavitation (rotation/stage turboprop) is actual to be restricted to about 0.7 Mach, so need be to fan (CROF) system of outwarding winding.

The fan of outwarding winding had the complicated noise source that single rotary turbine propeller cavitation does not have; Particularly propeller current interaction effect and tip vortex interaction effect noise.These two kinds of noise sources all can cause influences the external environment condition of traffic pattern noise, influence the cabin noise and the aircaft configuration sonic fatigue of comfort of passenger.

Various design method exist the high complicated balance between these noise noise sources and the clean propulsive efficiency.Undesirable wake flow makes noise (wake interaction noise) mutually and desirable propulsive efficiency trends towards along with reduce more greatly at the interval between the fan.Yet undesirable whirlpool interaction effect noise in fact can be along with increasing at interval, because the stream pipe behind the first row blade shrinks, it depends on M, local flow's effect, the angle of attack and the capable diameter of downstream propulsion device.

For the artificer, avoid the whirlpool interaction effect to have the highest priority usually, yet the unique method of this target of realization is the diameter of " cutting " or reduction rear portion or downstream rotor in designing at present.Yet, this means performance penalties/loss, because because the loss of span/aspect ratio can endanger aerodynamic efficiency with the mode identical with fixed-wing.For the artificer, crucial challenge is that the whirlpool interaction effect receives the influence of a plurality of factors.The intensity of whirlpool mainly receives the vane tip effects of load, and the path of tip vortex is influenced by the free stream momentum and the angle of attack mainly.Through reducing cruising speed, tip vortex is depleted towards the root of rear portion interactive with it/downstream rotor, and causes whirlpool interaction effect noise.Because the artificer of CROF motor of the prior art has generally selected bigger interval and cutting degree (more than or equal to 10%); So that avoid the whirlpool interaction effect under the operating conditions in restriction, such as the high rate of advance that has that maximum whirlpool plume (plume) shrinks with climb track.It can cause aircraft in all operating conditions decline low performances.

Summary of the invention

Exemplary embodiment provides the transatmospheric vehicle propulsion system, and it comprises the engine core with line shaft and is listed as (blade row) to drive outer foil.Line shaft connects mutually, thus with to revolving gear unit (transmission unit) exchange power, saidly be listed as with relative outer foil and the motion mode that revolves is driven inner vanes is listed as revolving gear unit.This axle of actuator engages is to be transformed into second extended position from first retracted position.

In first exemplary embodiment, support the inner vanes row to revolving gear unit, and line shaft is through this unit stretching, extension and by its support.The one side of present embodiment comprises pitch control unit (pitch control unit) that is used for the inner vanes row and the pitch control unit that is used for the outer foil row.

A mode of execution for exemplary embodiment; In traction gear/traction propeller cavitation structure; The outer foil row are in the upper reaches of inner vanes row; And it is little to the power that inner rows of blades provides to revolve gear unit by the power comparison that line shaft provides to outside rows of blades, and wherein the outer foil row are in extended position.In a kind of representative configuration, during the responsive part of each noise of gearbox, the ratio of power that provides to outside rows of blades and the power that provides to inner rows of blades is basically less than 1.0.This enforcement further provides such inner vanes row, and its diameter cutting with outer foil row is less than 5% diameter.

In order to adapt to various service conditions, the concentric shafts conversion in the exemplary embodiment can gradually change from primary importance to the second place.Be used for the stepless change transmission of the rotation of variable differential between inside and outside rows of blades rotational speed to revolving gear unit, it is adjustable with conversion outer foil row.Comprise the pitch control unit that is used for the inner vanes row to revolving gear unit, and the outer foil row comprise the pitch control unit.Comprise that controller is used for the pitch control unit of inside and outside rows of blades and the speed change transmission that control is used for the predetermined running progress with conversion, the control of regulating the outer foil row.

In an alternative embodiment, inside and outside rows of blades comprises letter road/ducted fan (ducted fan).In other alternative embodiment, in the propulsion device structure, the outer foil row are in the downstream of inner vanes row.

Reduce noise during whirlwind fan advanced and realizes, engine core promptly is provided, drives the outer foil row and be listed as from engine core driving inner vanes from engine core through following method.For low cruise, the outer foil row are converted into away from the inner vanes row, and be listed in the power that dislocation produces in order to reduce upstream blade, the power of control inner vanes row and outer foil row distributes.

The characteristic of having discussed, function and advantage can realize independently in various embodiments of the present invention that perhaps combine in a further embodiment, its further details can be found out with reference to following explanation and accompanying drawing.

Description of drawings

Fig. 1 illustrates first traction gear/traction propeller cavitation embodiment's partial side sectional view, and wherein the upstream blade row are in retracted position;

Fig. 2 A illustrates the side view of selection assembly as shown in Figure 1, and wherein the outer foil row are in retracted position;

Fig. 2 B illustrates the side view of the selection assembly shown in Fig. 2 A, and wherein the outer foil row are in extended position;

Fig. 3 illustrates the embodiment's of Fig. 1 partial side sectional view, and wherein the upstream blade row are in extended position;

Fig. 4 A illustrates the side cross-sectional view of the selection assembly shown in Fig. 2 A and 2B, the wherein indentation of outer foil row;

Fig. 4 B illustrates the side cross-sectional view of the selection assembly shown in Fig. 2 A and 2B, and wherein the outer foil row stretch;

Fig. 4 C illustrate outer foil row and inner vanes be listed as with and related pitch control unit and be used for the concentric of this to revolving the detailed sectional view of transmission and hub unit, wherein outer foil is listed as and is in retracted position;

Fig. 4 D illustrate outer foil row and inner vanes be listed as with and related pitch control unit and be used for the concentric of this to revolving the detailed sectional view of transmission and hub unit, wherein outer foil is listed as and is in extended position;

Fig. 4 E illustrates the partial section that entire engine is arranged, wherein rows of blades, hub and the nose shell element section of one-tenth illustrate, the indentation of outer foil row;

Fig. 4 F illustrates the partial section that entire engine is arranged, wherein rows of blades, hub and the nose shell element section of one-tenth illustrate, and the outer foil row stretch, and the skeleton diagram that forms control system is shown;

Fig. 5 illustrates the presentation graphs of the control operation spacing sheet that is used for rows of blades;

Fig. 6 illustrates the presentation graphs of preferred axes horsepower ratio table between the upstream and downstream rows of blades;

Fig. 7 is illustrated in the existing technology design, the interactive figure that schematically shows of whirlpool that the upstream blade row produce and the row of the downstream blade after the cutting;

Fig. 8 illustrates the upstream blade row in the disclosed embodiment whirlpool that reduces that produces and the interactive figure of schematically showing with the downstream blade row that dwindle cutting;

Fig. 9 illustrates the standardization lift coefficient and the resistance coefficient plotted curve of upstream and downstream rows of blades;

Figure 10 A illustrates the side cross-sectional view of pipeline to whirlwind fan embodiment, and wherein the rows of blades of conversion is in retracted position forward;

Figure 10 B illustrates the side cross-sectional view of the pipeline of Figure 10 A to whirlwind fan embodiment, and wherein the rows of blades of conversion is in extended position forward;

Figure 11 A illustrates the embodiment's of the propulsion device structure with the outer foil row that are in retracted position side cross-sectional view;

Figure 11 B illustrates embodiment's the side cross-sectional view of the propulsion device structure of Figure 11 A with the outer foil row that are in extended position;

Figure 12 is illustrated in the traction propeller cavitation structure embodiment's that the fan of outwarding winding is departed from from engine core sectional view;

Figure 13 is illustrated in the propulsion device structure embodiment's that the fan of outwarding winding is departed from from engine core sectional view;

Figure 14 illustrates the flow chart to the operation control of whirlwind fan that is used for that optimize performance and noise reduce.

Embodiment

The embodiment disclosed herein is provided at the efficient and the real-time optimization operation period of noise in the selection part of aircraft profile figure, have location/interval that adjustable contiguous propeller blade is listed as to the fan (CROF) of outwarding winding.First embodiment shown in Fig. 1 uses the traction propeller cavitation structure with engine core 10, and it drives outside upstream fan or rows of blades 12 and inner downstream fan or rows of blades 14.For this embodiment, upstream blade row have bigger diameter and are the outer array with respect to engine core, and the downstream blade row are with respect to the inner array of engine core and have less diameter.For describe here, fan, rows of blades and rotor should have essentially identical meaning.Engine core comprises inlet 16 and firing chamber 20 and turbine section 22, and inlet 16 provides combustion-supporting air to multistage compressor section 18.The axle that drives through turbine section 22 24 provides power to rows of blades 12 and 14.Downstream blade row comprise blade pitch control unit 26, and blade pitch control unit 26 is integrated in by the forward direction fan of airframe bearing and supporting ring 30 supports with one heart to revolving in the gear unit 28 (shown in Fig. 4 E-4F and about its more detailed description).As will be said about Fig. 4 A and 4B, axle 24 is by supporting revolving gear unit 28 rotation with one heart, and exchanges power through this gear unit and inner vanes row.

Illustrate like the best among Fig. 2 A and the 2B, axle 24 is meshed to locate outside upstream blade row 12 with respect to inner downstream blade row 14 by pressure plate 32.Actuator 34 can be hydraulic pressure, air pressure or electromechanical in different embodiments, and actuator 34 is embedded on the outer peripheral of engine core 10 and through linear activated connecting rod 36 and with angle arm 38 the linear activated of pressure plate 38 is provided.For the embodiment who illustrates, actuator 34 is by mounting plate 40 supports from the rear portion, and rear portion mounting plate 40 is integrated with engine core, and line shaft 24 passes through its rotation, and said about Fig. 4 E and 4F as subsequently, and it provides other support point for motor.Fig. 1 and Fig. 2 A illustrate actuator and are in the indentation primary importance, with outside or upstream blade row 12 next-door neighbour inside or downstream blade row 14 location, with as described maximization optimize performance subsequently.Fig. 2 B and Fig. 3 illustrate actuator and are in extended position, and the second place that live axle 24 is moved to the maximization stretching, extension is to separate the upper reaches or outside and downstream or

inner vanes row

12,14.

Fig. 4 A-4D is shown specifically revolving gear unit 28, the structure of the related inner vanes row pitch control unit 26 and the pitch control unit 42 of outer foil row 12.Main shaft 24 rotation forward direction pitch control units 42, and extract power to revolving gear 44 through the spline 45 on the engagement shaft 24 and from main shaft 24 to revolving in the gear unit 28 with one heart, thus power is provided for the rear portion pitch control unit 26 that is used for the downstream blade row.This transmission device can have the stepless change transmission capacity to change velocity ratio, and forward direction that it is used to be respectively outside and inner vanes is listed as and back are to the power distribution of pitch control unit.The combination that control is adjusted with related pitch of the rotational speed of each rows of blades provides the scheduling of the actual propelling force that is provided by each rows of blades.

Be shown specifically like Fig. 4 C and Fig. 4 D, catch cup 47 mesh splines 45, and along with axle 24 rotations, axle 24 is supported by the bearing pack 49 in the pitch control unit 26 of inner vanes row with one heart.The pitch control unit 42 of outer foil row comprises rear portion flange 43, and it receives by catching cup at retracted position.The rotation of catching cup is consistent with axle to be that other bearing support spool is provided; And, prevent to be used for any " on revolve " demand of the bearing in the indentation of rows of blades externally through the constant rotational speed between the rear portion flange that keeps catching cup and outer foil row in order to mesh.

Fig. 4 E and Fig. 4 F illustrate the embodiment's that describes who is used for integrated aircraft representative configuration.Engine core 10 comprises

support point

23 and 25; It is replenished by concentric supporting ring 30; And in alternative embodiment, replenish by back mounting plate 40; And the structure in attached pyller (pylon) or the interchangeable motor supporting structure connects, and this motor supporting structure has the roughly structural attachment shown in element 31.Engine core 10 is included in the cowling 11, and the aerodynamics split paddle valley cover (split? Spinner) 13a, 13b to accommodate

pitch control unit

42 and 26 and concentric counter rotating drive unit 28.

For the embodiment who illustrates, it is smaller a little than the active factors of the downstream blade 48 of forming inner vanes row 14 that the upstream blade in the outer foil row 12 46 is designed to active factors.Active factors is the standard of measurement that propulsion device (perhaps being to open fan under this situation) absorbs the ability of power.It is defined as the ratio of rotor blade area and rotary blade area.In the exemplary embodiment, minimum upstream blade row specific activity is about 150, and the preferred active factors between upstream blade row and the downstream blade row is than less than 0.9.The tip 50 of upstream blade can comprise moulding or other processing that is used to reduce tip vortex intensity.

The shaft horsepower that can adjust between upstream blade row and the downstream blade row through blade interval, blade pitch or both combinations distributes, and is managed by the pilot through using the digital engine control (FADEC) of flight management system (FMS) and full powers very clearly.For to the increment adjustment very critically of this ratio,, can realize that the pitch of mutual blade activates if rows of blades has even leaves.As shown in Figure 5, be between 0.1 to 0.4 for flight Mach number, the expectation of upstream/downstream shaft horsepower ratio is basically less than 1 (being generally 0.8).During this allows downstream blade to be listed in to take off and other noise sensitive operation stages transmit most of total shaft horse-power; Reduce the upper reaches deformation intensity that posterior leaflet meets with, it is provided by the rear portion rotor that has than total cutting littler in the existing technology in the present embodiment.At the 0.8 maximum Mach number of Mach number to about performance that is higher than 0.4, the expectation of upstream/downstream shaft horsepower (is generally 1.25) than between 1.2 to 1.3, and it allows upstream blade to be listed in and transmits more most shaft horsepower under the higher cruising speed.Preferred ratio through lift coefficient and resistance coefficient (CL/CD) provides wake flow to make the combination reduction in the noise mutually; And the reduction of upstream blade row design shaft horsepower makes more approaching at interval; And make the constant and higher propulsive efficiency of noise mutually for wake flow, the upstream blade row are retracted within second or the high-performance position.In addition, shaft horsepower reduces tip vortex intensity and noise with the reduction that relevant upstream blade is listed as most advanced and sophisticated Mach number.

The embodiment who describes provides the maximum performance in indentation or the position, minimum interval.As shown in Figure 6; It provides the preferred operation chart spacing between upstream blade row and the downstream blade row; Blade is in the position, minimum interval at first; It is approximately 0.1 to 0.2 times of upstream blade sheet diameter, and in the time of about 0.4 Mach, the upstream blade row stretch about 0.4 to 0.5 times that activates to upstream blade sheet diameter.This optimization that rows of blades is provided at interval with at low speed, take off during and the initial operational phase of climbing minimize noise.For the embodiment who illustrates, stretching, extension that interval that is used for expecting and shaft horsepower distribute and the cumulative conversion of the rows of blades between the retracted position are by the performance table control of full powers numeral engine control (FADEC), and it is the function of the angle of attack (AOA) and air speed or Mach number.But it is one of AOA and the Mach number measurement functions of making peace that stream pipe shrinks, the data computation that it can provide through the air data system (ADS) of aircraft, and the input of merging from flight management system (FMS) to FADEC for aircraft controls.Then, nominally the interval logic stops the interaction effect of downstream rotor and tip vortex, wherein tip vortex is produced by the upper reaches rotor under the stream pipe.In integrated pitch control unit (PCU) controller and FADEC system logic, set up a kind of ability partly to reduce the lift of the blade generation that transmits row; Thereby reduce actuator and change the required power of row.The stretching, extension that actuator is provided about the described structure of Fig. 1 to Fig. 4 F is to be placed in extended position with the upstream blade row.

The compensation that exceptional condition in the system is provided is with stator blade row or indentation upstream blade row.Particularly; When aircraft passes aerial mission ground noise sensitivity part; Use lockable mechanism to keep in position to fall the forward propeller sheet; So that if the loss of hydraulic pressure or air pressure takes place, influence aircraft stability or influence the unexpected stretching, extension in preceding rotary blade ground that motor moves and to be avoided.For following situation preferred mechanical latch system, wherein rotary blade is fully retracted, yet at the fluid system that following situation recommendation is made up of safety check, the actuator system fault takes place wherein, and anter partly stretches simultaneously.Each example system all prevents the unexpected stretching, extension of anter rotor.

In traditional CROF system, as shown in Figure 7, the vortex core 52 that the upstream blade row produce needs cutting downstream blade row to minimize wake flow when making noise mutually when rows of blades is separated, thereby reduces whirlpool noise interaction effect.Because the propagation of tip vortex is by the forward airspeed and the angle of attack domination that becomes a mandarin, so cutting is set at a level/grade usually, wherein during the responsive part of the noise of flight, the whirlpool interaction effect is prevented from surpassing restrictive condition.Cutting to be reducing extreme span 54 about 10%-20% of downstream blade, thus reduce noise 3EPNdB will be usually needs and to gather in related domain be general.Severeer noise requires to increase noise and obeys (noise compliance) required cutting, yet rapid performance loss is accompanied by any cutting.Through disclosed embodiment, tip vortex 52 shown in Figure 8 ' reduction allow total span 54 of downstream blade ' smaller or equal to 5% with respect to the cutting of upstream blade row diameter.

To outwarding winding fan design, data point out that great majority open rotor wake and make noise mutually and near the vane tip of downstream rotor, produce for a lot.The intensity that wake flow is made noise mutually is the majorant of the underspeed in the rotor tail of the upper reaches.Conversely, the underspeed in the upper reaches rotor tail mainly be resistance coefficient and to the upper reaches function of the distance of the leading edge of rotor.There is such point in lift coefficient (being propelling force) increase along with blade, if wherein second rotor meets with this tail/wake flow, resistance will significantly rise, and causes the not enough and noise increase of significant wake velocity.This is illustrated in Fig. 9.In the present embodiment, can be through arranging propelling between upper reaches rotor and the downstream rotor to separate with the resistance (and therefore minimizing the wake velocity deficiency) that minimizes upper reaches rotor thus minimize the noise that takes off, still can accomplish the required propelling force of taking off simultaneously.This is illustrated in Fig. 9; Wherein in order to accomplish the required propelling force of taking off; Upper reaches rotor has be approximately 0.65 the lift coefficient (CL) of standardization vane tip part with numeral 55 identifications, and it moves in drag bucket (drag bucket), and while downstream rotor moves under higher CL; It is approximately 0.8 (having higher resistance accordingly) through numeral 56 identifications.Fig. 9 illustrates between upper reaches rotor and the downstream rotor and is approximately 0.8 impelling ratio, and it is as above said with the low cruise shown in Fig. 5 about taking off.During takeoff condition, on the rotor of downstream, have the CL higher and allow more approaching blade suitable when taking off, to make wake flow make noise mutually at interval with the reduction of acceptable efficient than upper reaches rotor.

Return Fig. 4 F; Control blade interval, pitch and the shaft horsepower that applies are accomplished through flight management system (FMS) and full powers numeral engine control (FADEC) unit acting in conjunction, and wherein full powers numeral engine control (FADEC) unit controls blade schedule system 60.Aircraft condition and construction data; The pilot controls input 62 and is handled simultaneously to provide through importing the 63 engine core controls to control unit of engine by FMS and FADEC with air data 64.The pitch setting of pitch control unit 42 and back pitch control unit 26 before being provided for through input control 64 and 66 respectively from FADEC.The control input 68 of the gearbox in the connection unit 28/stepless change transmission 44 is through

pitch control unit

26 and 42, and upstream rows of blades and downstream blade row distribute the shaft horsepower that is produced by engine core.The control of displacement actuator 34 is provided through control input 70 by FADEC.The distribution control, rows of blades of horsepower at interval and the pitch of FADEC allow optimized downstream blade row at interval, be used to maximize that whirlpool recovers and efficient changes along with upper reaches rotor shaft horsepower and forward airspeed.Though in Fig. 6, arrangement figure at interval is shown with exemplary approach; As stated; Variable and the real-time interval that is provided by FADEC is arranged in the most effectively propeller structure that can realize running through the thru-flight stage in the noise limited field, and this at interval can be awing by continuous optimization for all evaluation air speeds and flight path angle.This comprises take-off and landing urgency condition, and wherein propulsion device is near maximum performance position.Exemplary embodiment can provide at least 1% the fan efficiency benefit that needs with respect to interblock gap and cutting, to satisfy the noise demand of " fixing " CROF system.The raising of this fan efficiency improves corresponding to 1% special fuel consumption rate.

Figure 10 A and Figure 10 B illustrate and are used for the embodiment of pipeline to the whirlwind fan, and it uses variable interval between upstream fan 70 and downstream fan 72.For this embodiment, upstream fan is to drive with respect to the outer array of engine core and through axle 71.Downstream fan is the inner array with respect to engine core, and by whirlwind fan gear unit 73 is driven, by engine core and concentric supporting axis 71 power is provided to whirlwind fan gear unit 73.Figure 10 A illustrates external fan and is in retracted position, is in extended position and Figure 10 B illustrates this fan.For this embodiment, can use and disclosed actuator of embodiment formerly and the comparable interval of the actuator actuator that is shown specifically about Figure 11 A and Figure 11 B.The plane of rotation of downstream fan 72 is fixed, so that the operability of low pressure compressor (LPC) is unaffected.The forward direction section 78 that the fan duct 80 of upstream fan conversion takes place therein is constant cross sections, so that do not advance along with upstream fan and change in the interval between fan tip and the fan duct.Strengthening fan guard 82 also stretches in this actuating at interval forward.As above said about CROF embodiment; During being provided, flight envelope adjusts fan ability at interval continuously; Thereby the optimization of fan efficiency can be maintained at outside the responsive part of the noise of envelope curve at interval; And adapt to high off-design behaviour inlet performance issue, the for example crosswind or the high angle of attack (high angles of attack) operation.

For pipeline described here whirlwind is fanned embodiment, the preferred interval scope of upstream and downstream fan is reduced, and it is because the physical constraints of fan duct structural design, its minimum interval ratio about fan diameter be approximately 0.2 and maximum be approximately 0.4.Owing to comparable physical property, also be used for the preferred C of Fig. 9 appointment of CROF embodiment _L/ C _DRatio, however this passes through functional at interval and whole maintenances, because do not use pitch to change the unit for fan blade in the illustrated embodiment.

Figure 11 A and Figure 11 B illustrate the additional embodiments that is used for " propulsion device " structure of the fan of outwarding winding.Engine core 90 comprises firing chamber 92, and it is high-pressure turbine section 94 and free power turbine section 96 at the back on streamline.Axle 102 to revolve in the gear unit 104 rotation with one heart and with its exchange power.Drive by the free power turbine section that power is provided for inner vanes row 98 revolving gear unit.Shaft 102 is externally or through valleys 108 100 powered downstream blade row.For present embodiment, downstream blade row or rotor are the outer array with respect to engine core, and upstream blade row or rotor are the inner array with respect to engine core.Stretch outside rotor backward through driving, to be used for the interval adjustment between the upstream and downstream rotor with the conversion of the axle of the pressure cylinder 109 of the integrated piston 110 of axle 102.Conversion exhaust conduit 112 (the best illustrates among Figure 11 B) the always blast air from the motor core provides continuity.For the embodiment who illustrates, rotation plug 114 provides the towing aerodynamic force to blast air.Between engine hood and rotation blade row, rotary seal 116 is provided.For the embodiment who illustrates, forward direction pitch control unit 118 also upstream blade blade pitch control is provided, and back pitch control unit 120 downstream rows of blades blade pitch control is provided.

As above said about propeller cavitation CROF, can use the optimization of continuous speed change transmission to revolving gear unit 104 with the rotational speed that allows shaft horsepower input and the pitch control through blade between upstream blade row and the downstream blade row.In addition, the surrounding atmosphere pipeline through the hole between the upstream and downstream rows of blades can be used the heat that is exposed to the swivel assembly of downstream blade row with reduction.For the pneumatic or hydraulic actuating of pressure cylinder 108, therefore the fault of actuator will allow the outer foil row to advance to cause the indentation of the rows of blades that is arranged in the position, minimum interval naturally.

In addition in the embodiment shown in Figure 12 and Figure 13 from engine core axial displacement/skew (displaced) rows of blades.These embodiments provide particularly advantageous ability for transatmospheric vehicle, and it needs core gas generator motor to implant wholly or in part in the outer loft of aircraft, in wing fusion structure.The embodiment who illustrates is applicable to the transatmospheric vehicle that needs big propeller diameter in addition, such as vertical and landing takeoff (VTOL) aircraft.Engine core 130 comprises pto 132, and it stretches from engine centerline.For exemplary embodiment, pto is coupled to motor through the branch of turbine rear frame.Gearbox 134 provides power to transform to central shaft 136, and central shaft 136 stretches revolving gear unit 140 through related inner vanes row 142 with one heart, and is as above said about Fig. 4 A-4D.Shaft-driven outside, center or upstream blade row 144 can be by actuator 146 internally or the downstream blade column permutation, and it replaces this axle as stated.In alternative embodiment, gearbox 134 can be integrated in revolving in the gear unit.

At the structure of propulsion device shown in Figure 13, wherein as above said about the embodiment of Figure 11 A and Figure 11 B, outside or downstream blade row 150 are conversion valuably on concentric shafts 152.The control of the shaft horsepower ratio between inside or upstream blade row 154 and the downstream blade row and the restriction cutting of downstream blade row are done about initial embodiment as stated.Embodiment shown in Figure 12 and Figure 13 can be favourable, because there is not propeller blade row group to receive the influence from the exhaust contaminant of gas core producer, and does not influence or impact the suction port air stream of engine core.

Shown in figure 14 being done of operation that is used for disclosed embodiment's converting system.Engine core is provided with like the defined generation power of step 1402.Such as in the step 1404 definition, extract through the low-pressure turbine that is used to drive outer foil row and be used to drive the inner vanes row from the power of engine core with axle, shown in step 1406, support this axle with one heart to revolving transmission.Interval for aerodynamic performance and the inside and outside rows of blades of noise optimization; In the step 1408; Data from air data system and flight management system are monitored, and are listed as with respect to inner vanes row conversion outer foil for optimized operation, especially comprise the low speed in the take-off attitude (takeoff profile); It is confirmed by the controller based on ADS and FMS data shown in step 1410.Based on the dislocation shown in the step 1412, the power that the power distribution of inner vanes row and outer foil row is controlled between optimization upstream blade row and the downstream blade row produces ratio.In certain embodiments, power distributes and can be done through the cumulative pitch control of the power that replaces rows of blades.In addition, the reduction of lift at once of conversion rows of blades also can be finished to minimize required rows of blades conversion power.

Describe various embodiment of the present invention in detail according to the patent statute needs now, one of ordinary skill in the art would recognize that the modification of specific embodiment disclosed herein and substitute.This type of modification falls within the scope of the present invention and purpose of accompanying claims qualification.

Claims

1. transatmospheric vehicle propulsion system, it comprises:

Engine core;

Line shaft;

The outer foil row, it is driven by said line shaft;

Inner vanes row, its through with said axle exchange from the concentric gear of the power of said engine core and being driven with said relatively outer foil row to revolving motion mode;

Actuator, the said axle of its engagement is converted to second extended position so that said outer foil is listed as from first retracted position.

2. transatmospheric vehicle propulsion system according to claim 1, wherein said concentric gear comprises:

To revolving gear unit, it supports said inner vanes row, said line shaft through said to revolving that gear unit stretches and by its support.

3. transatmospheric vehicle propulsion system according to claim 3 wherein saidly comprises the stepless change transmission and is used for the variable differential rotational speed between the said inside and outside rows of blades revolving gear unit, is adjustable to the conversion of said outer foil row.

4. transatmospheric vehicle propulsion system according to claim 2 wherein saidly is connected with the pitch control unit that is used for said inner vanes row revolving gear unit.

5. transatmospheric vehicle propulsion system according to claim 4, wherein said outer foil row further comprise the pitch control unit.

6. transatmospheric vehicle propulsion system according to claim 5, wherein said pitch control unit is sorted, rows of blades is the rows of blades with even leaves by pitch so that have only alternately.

7. transatmospheric vehicle propulsion system according to claim 3; Wherein said outer foil is listed in the upper reaches that are in said inner vanes row in the traction gear structure; And said line shaft is littler to the power that said inner vanes row provide to revolving gear unit than said to the power that said outer foil row provide, and wherein said outer foil row are in extended position.

8. transatmospheric vehicle propulsion system according to claim 7, the power ratio that wherein offers said outer foil row and inner vanes row is about 0.8.

9. transatmospheric vehicle propulsion system according to claim 8, wherein said inner vanes row have than the diameter cutting of said outer foil row less than 5% diameter.

10. transatmospheric vehicle propulsion system according to claim 1, the conversion of wherein said axle can increase variation gradually from the primary importance to the second place.

11. transatmospheric vehicle propulsion system according to claim 10; Wherein saidly comprise the stepless change transmission and be used for the variable differential rotational speed between the said inside and outside rows of blades revolving gear unit; Conversion to said outer foil row is adjustable; And further comprise the pitch control unit that is used for said inner vanes row, and said outer foil row comprise that the pitch control unit also further comprises:

Controller, it is used to adjust the conversion of said outer foil row, and control is used for the said pitch control unit of said inside and outside rows of blades, and control is used to subscribe the speed change transmission that operation is arranged.

12. transatmospheric vehicle propulsion system according to claim 1, wherein in the structure of traction gear, said outer foil row are in the upper reaches of said inner vanes row.

13. transatmospheric vehicle propulsion system according to claim 11, wherein said inside and outside rows of blades comprises ducted fan.

14. transatmospheric vehicle propulsion system according to claim 1, wherein in the propulsion device structure, said outer foil row are in the downstream of said inner vanes row.

15. transatmospheric vehicle propulsion system according to claim 1; Wherein said inside and outside rows of blades is from said engine core axial dipole field; And further comprise pto; Its from said engine core stretch and with its mutual connection, thereby to said inside and outside rows of blades power is provided.

16. a method that is used for reducing the noise that the whirlwind fan is advanced, it comprises:

Engine core is provided;

Drive the outer foil row from said engine core;

Drive the inner vanes row from said engine core;

Said outer foil is listed as away from the conversion of said inner vanes row with at low cruise;

Control is listed as the power that produces to the power distribution of said inner vanes row and outer foil row to reduce said upstream blade in dislocation.

17. method according to claim 16 is wherein controlled power distribution and is comprised that alternately pitch control changes with cumulative power to said rows of blades.

18. method according to claim 16 is wherein controlled power distribution and is comprised that the lift that reduces the conversion rows of blades at once is to minimize required rows of blades conversion power.

19. method according to claim 16 drives said inside and outside rows of blades to revolving transmission with exchange power thereby further comprise.

20. method according to claim 16 is wherein changed said outer foil and is listed as with optimization and is based on the air data system at interval and the flight management system data are controlled.

21. method according to claim 16 further is included in and arranges said outer foil row and inner vanes row in the structure of traction gear, wherein said inner vanes is listed in downstream, and has than said outer foil and be listed as littler diameter.

22. method according to claim 16 further is included in and arranges said outer foil row and inner vanes row in the propulsion device structure, wherein said outer foil is listed in downstream, and has than the littler diameter of said inner vanes row.